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HAMILTON STANDARD PROPELLERS FOR SALE
Note: We do not buy propellers for investment or speculation. These are propellers we have bought for our own planes for use at the Museum of Flight in Seattle. As we have sold off our Travel Airs, one Cabin Waco and one Stearman, we are able to release extra propellers that we had purchased over the years and had overhauled for ourselves. What you see them listed at for sale is exactly what we have in them including original procurement cost plus the overhaul at either AC Propeller in Seattle or Northwest Propeller in Puyallup. A few of them were previously overhauled in which case they were "inspected" for us before purchase by NW Propeller.
2B20-15, polished, Zero Time full overhaul by AC Propeller-Seattle w/YT 7,500*
5404 Hub, Ground Adjustable Navy Contract Blades #4651, 102" length,
overhauled w/ YT 50 hours of use. Same as Hamilton Standard
1301 27C1 rated at 165 horsepower per blade (330HP Max). Can be 337'd
on any vintage airplane such as Travel Air, Waco, Stinson, N3N
etc. Is not on the Stearman TC but we know several people that have used
this on Stearmans with no problem. Currently stored at NW Propeller
ready to ship: $ 9,500.
McCauley Propeller 102", 410-5926 with SS135-6 blades, fully
overhauled, all ADs in compliance, Zero Time. $ 7,500.
Curtis Reed Propeller, 96" inspected and dye flow
tested by Northwest Prop: $ 10,000.
5006 Hub, Ground Adjustable Hub. Will hold 4350 blades
or other models for use on 20 spline aircraft with max horsepower of 250
HP. $ 3,500.
Olde Thyme Aviation, Inc has
been flying scenic biplane rides in delicious restored vintage aircraft
for a full fifteen years now. While we certainly don't anticipate
closing up the business in the near term, it is becoming clear that we
are aging and someday will want to be "winding down" a bit.
After we use a plane for a lengthy period of time, we have it totally
restored to our personal expectations. However, prior to putting a plane
back into service for rides, we offer it for sale to see if we can
find an interested buyer. So, as you read below, you will find totally
restored planes that have not been flown at all in the ride operation;
fully restored planes that are currently in service, planes that are
close to being taken out of service for restoration and planes that are
in the restoration process in case anyone wants to "step in" at a
crucial point where they can control the final finish (i.e. colors,
etc.). Each plane has a unique story and set of circumstances. I attempt
to explain how each plane was selected when we purchased it originally,
whether it was for its specific history or the quality of workmanship at
the time we bought it.
We always shop for planes based on the quality of the wood work, fabric
and AIRFRAME. We do not shop for a plane based on its power plant as we
assume automatically that whatever engine is on it, regardless of how it
is represented, we will not fly it. For example, when we purchased the
1940 Waco UPF-7, we flew it to Salinas and pulled off the Continental
Engine and replaced it with a newly rebuilt from Gold Coast Aviation
simply because we have a personal knowledge of the workmanship,
reputation and dependability that we can trust. The engine that we
"scrapped" only had 45 hours on it, but we didn't have personal
knowledge of how it was built! We never fly an airplane with the power
plant that it is represented with unless we have had it built to our own
specs or had it taken apart by our own AI.
1935 UKC-S Cabin WACO, #NC14611
Congratulations Paul & Dana
"with a second zero time engine included"
Grand Champion National Biplane Association Cabin Biplane”
This is one of my three very special
planes that are not normally used at the Museum on a regular basis but
only brought out for special events. There were only 5 UKC-S airplanes
built. We know of only 1 other in airworthy flying condition today.
This is a low time 1350 hour TTAF airplane and only 130 hours since
total restoration. Then we took our preference for the incredible
W-670-23 engine (constant speed) and worked with the FAA designated
engineers to STC the 240 hp engine on this airplane totally “by the
book.” It is very fast and cruises nearly 10% faster than our 275 hp
Jacobs powered YKS-6. The engine only has about 75 hours on it. I have
it set up with a 2B20-9 polished propeller as I generally 3 point the
airplane. Beautifully upholstered in a dark brown interior with all necessary
avionics including a CD system and 4 place intercom, transponder, etc.
I finished this one out for my own special enjoyment and care. Have
flown the plane from Colorado Springs to Seattle in a single day with
only two fuels stops. This is a very special plane and deserves an
owner who really wants something unique. General Robin Olds got a big
kick out flying this airplane when I was at Bartlesville.
On June of 2010, while making
a landing on an asphalt runway (Boeing Field) in a particularly
strong crosswind (gusting to 17 at 90 degrees), I side loaded
the landing gear more than 1934-35 engineers had designed for
and broke the left landing gear strut. This resulted in 3 broken
outboard ribs on the lower left wing and a prop strike. The
plane was repaired with completely new wing spars in addition to
the new ribs as I had always wanted to reinforce the wing walk
area with "boxing" across the underside as well; so I figured
we'd replace the spars at the same time. Propeller was
replaced----not repaired. Engine was disassembled as is required
and reassembled with new crank case and crankshaft since the
engine had a mandatory teardown inspection required anyway. But
the single most outstanding change we made was to upgrade the
landing gear from the 2 ˝" original 34/35 landing gear struts to
the Waco 1936 Heavy Duty landing gear struts which are 3" in
diameter. This was the big transition that Waco did to the
planes in '36 which caused the planes to gain acceptance by the
freight haulers in Alaska and Canada. The heavy duty landing
gears are known as -6 landing gears and upgraded the gross
weight capacity of the plane by an additional 400 lbs. The
"travel" on the heavy duty landing gear is 6" more than the
originals from 1934/35. We have found this to be an outstanding
upgrade. Additional costs to upgrade to the Heavy Duty landing
gear beyond that which was replaced as described above was $
40,000. including parts and labor. By going from a "fabric"
cover from the landing gear to the rear landing gear struts to a
"landing gear fairing," we also gained a 10% cruise speed
improvement. Found all the improvements to be highly desirable
and have been very pleased with the upgraded configurations.
Aircraft Restoration Projects
The following airplanes were acquired for the
purpose of fully restoring. However, it is very clear that we'll
only be able to do 2 or 3 at best because it takes us several
years for each one. So we're willing to sell off half of what we
have to anyone else whom has the dedication to restore one
themselves. What I've done below is to list each plane, the
condition in which we obtained it and some of the reasoning as
to why we purchased each one. I've also listed what we spent on
each project to acquire it and what parts we may have purchased
already for each plane.
wonderful birds FLEW AWAY!
|1932 Cabin Waco UEC (very rare)
Sold to Carsten S. in Germany
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This airplane was acquired because it was one of the first three original
OECs which was built with a Kinner engine and then later upgraded to the
Continental Engine at the Waco Factory by Waco themselves. It was also built
originally with fuel tanks in the bottom wings as well as the top with a
"wobble pump" factory installed. Consequently the use of lower wing tanks at
restoration can be done without any further paperwork as it was a "factory
This is the same model of airplane that John Swander in Kansas restored
which is the beautiful black plane you often see at the fly-ins. And, John
has been very helpful in providing certain items including patterns for the
metal cowling on this airplane.
The plane was acquired "fully assembled" with no parts missing other than
the metal cowling for which we now have full patterns. It does not have an
engine or propeller. It has original red upholstery which is in excellent
condition as there were not many original hours on the airplane. We haven't
decided whether to change the upholstery or not although I've been leaning
towards not changing it.
The plane was purchased originally for $ 39,000. Since that time, we have
acquired a speed ring cowl from John Swander for $ 2,000 and a front exhaust
system for a Continental Engine from Forest Lovely for $ 2,500. I've had
ceramic plating of the exhaust done locally and I have Jon Murray currently
building an exhaust bayonet for $ 200.
Our investment in this plane currently stands at about $ 44,000.
Cashier's check only
$ 5,000 to hold
Cell - (206)-730-1412 Ask for Ken.
1927 Travel Air,
Brand New Restoration
Click image for a larger size
Full Restoration, 10 hours on new engine with NOS crankshaft and
very rare Continental 9” shielded breeze ring harness. (Same as
what we sold on 1929 Travel Air shown above). This is our
original biplane with which we started Olde Thyme Aviation. We
flew it for five years and then took it out of service for a
complete and total restoration starting with the bead blasting
of the frame and rebuilding the entire plane. The airplane is
very rare with the sought after “elephant ear” ailerons, new
upholstery, updated avionics, intercom system, transponder, etc
and we deliberately used the 8.50 by 10” tiers rather than the
narrow wheels which have been the source of 3 Travel Air
incidents in the Northwest on beautifully restored airplanes
this year alone. Since full restoration, I have flown the plane
to the McMinnville fly-in and the engine is still in its
break-in procedure. The artwork shown in the photos is a
memorial to Clayton Scott, local pioneer pilot who recently
passed away at age 101 after the Renton Airport was named after
him. Current artwork on the
plane is of high quality vinyl
and not permanently painted. It is Removable
with a hair dryer.. No expense has been spared on this
restoration. It is basically a brand new 1927 airplane.
Cashier's check only
$ 5,000 to hold Cell - (206)-730-1412 Ask for Ken.
1936 Cabin Waco YKS-6
Once Owned by Walter Beech!
2250 TTAF, 650 hours since full restoration, 460 SMOH R-755-B 275 H.P.
Air Repair (w/22 STC mods), 100 SO on 2B20-9 Propeller with polished
blades. Beautiful total restoration by William Bohannon in Columbus,
Ohio in 1997. Finished in Alumagrip polyurethane finish. Constant speed
prop cruises at 110 mph at 2000 RPM and 18" manifold pressure. Have
personally flown the plane over 11,000' altitude. This plane flies like
a dream. All the feel and style of biplane flying in more comfort. Great
to lengthen the season and good for fall and winter. This engine loves
cold weather. Plane has a colorful history, including being owned by
Walter Beech (documented).
This is the plane that was owned by Walter Beech personally (documented)
in the years prior to his developing the Staggerwing. The
Cabin Waco is a poor man's "Beaver." One of only 65 original YKS-6
airplanes built; no idea how many are left. We know of only a half dozen
The reason this plane is priced at only 85,000 instead of 100,000, is
that it is a "working airplane" that I use nearly every day for my
regular job. It is not a hangar queen. Consequently from my constant
use, the urethane based alumagrip finish eventually forms a few "craze
lines" at the edges of the stringers and where someone has occasionally
put a foot against some fabric. I touch it up each season and from a
distance the plane "shimmers" as if it were a perfect finish. Up close,
once can fine the craze marks that don't bother me as I use the plane
for work. It does not need to be recovered or repainted and can be flow
exactly as it is for another 10-15 years before recovering.
since full restoration in 1994-complete photo history of restoration
Cashier's check only
Cell - (206)-730-1412 Ask for Ken.
call to discuss this plane only if you are a qualified buyer. We are too
busy flying rides to take too much time to talk, although we'll spend
hours with the proper buyer who really wants to take care of this
Cell - (206)-730-1412 Ask for Ken.
Click image for a larger size
Click image for a larger size
Cell - (206)-730-1412 Ask for Ken.
1944 Boeing Stearman Model E75
1944 N2S-4 Boeing Stearman Model
E75 - Mfg. Serial No. 75-5586 (U.S. Army Air
Corp S/N 42- 17423. U.S. Navy S/N 52804)
2900 TTAF, 460 SMOH, Continental
W-670 220 HP, Sensenich Wood Prop, Red-line
Brakes, Immaculate Condition and Restoration.
This plane was
one of the last model (E75) manufactured and was
delivered to the U.S. Army Air Corp at the
Wichita, Kansas plant of the Boeing Co. (former
Stearman plant) during May of 1944 as a PT-13D
(U.S. Navy N2S5). With the present Continental
W-670 220 HP engine and Bendix landing gear, it
is a PT 17 or a U.S. Navy Model N2S4. The data
plate lists both Army and Navy serial nos. given
above. The plane was originally all silver, as
were all E75 Stearman near the close of World
War II, whether for
the Army Air Corp or the U.S. Navy.
However, for improved visibility, it is now
painted AN Blue (fuselage) and AN Yellow (flying
surfaces) as a somewhat earlier version of the
trainer ordered by the Army but then delivered
to the Navy, as was sometimes done during the
war. The plane has been carefully researched for
U.S. Navy markings that were specified during
the period. They are less ornate than
those used by the Army at that time.
The plane was
initially assigned to a contract pilot school at
War Eagle Field in Lancaster, Calif. Later
assignments were to Minter Field (Bakersfield),
Mather Field (Sacramento), and ultimately to a
Civil Air Patrol unit at Hill Field in Ogden,
Utah, where it was offered for sale as surplus
in 1949. The total original cost to the
U.S. Government in 1944 was $ 9,120.
The plane has
approximately 2582 hours on it and has always
been configured as a two place trainer. It
is being flown now at Boeing Field. It has never
had its frame cut and was never used as a
sprayer! The plane was rebuilt at 1960 hours and
totally restored (not recovered, but fully
restored) in 1987. Since full
restoration, the plane has only been flown 500
hours. A new rebuilt engine was installed
in 1999. Since restoration it has been stored
in an insulated hangar with a dehumidifier
always operating. The plane is essentially like
new except for the engine (334 hours SMOH by
renowned Gold Coast Aviation in Salinas,
California) and is very original except for the
electric system (has both starter and
generator), the avionics (Narco Mark 12D Nav/Comm.
w/localizer & glide-slope, ELT, Transponder
w/altitude encoder, Sigtronics intercom) and
Whelen strobe/nav lights.
covering, painting (aerothane), assembly,
rigging and testing were performed by well-known
Stearman restorer/mechanic in the Northwest
named Chuck Milton of Antique Aero from
Snohomish, Washington, who maintained Joanne
Osterud's aerobatic show aircraft for many
years. Chuck was known as "Mr. Stearman" for his
quality restoration work in the 1980s. His work
was the equivalent then of what is seen today by
Air Repair in Mississippi. This plane was
selected WARBIRD GRAND CHAMPION at
the Arlington EAA 1987 Fly-IN and was later
judged BEST OF CLASS (1936-45 Military) at the
1987 Northwest Antique Aircraft Fly-In held at
Evergreen Field in Vancouver, WA.
Aviation ® purchased this plane in 1999
with 2288 hours TTAF with a run-out engine. The
plane had been properly stored for the prior
four years once reaching TBO and hadn't been
flown since then. After we purchased this plane
for the quality and care of the finish, frame
and woodwork we replaced the engine with a new
rebuilt by Gold Coast Aviation. Gold Coast
Aviation is legendary for the Continental-220
rebuilds it has specialized in for nearly 40
years. We only purchase from or have our engines
on our entire fleet of biplanes worked on by
Larry Lujan at Gold Coast in Salinas. We also
had a new transponder installed.
weighs 2,175 without fuel, oil crew and
baggage and has a max gross weight of 2,950;
fully aerobatic (+6.67g to -2.67g) and with the
certificated max gross weight of 2,950 is flown
solo from the rear cockpit.
This plane had
a "ground loop" on the return from Galesburg
this September. Since we had to put a new lower
right wing on the airplane anyway, we went ahead
and stripped the fuselage, jigged it as if it
were the start of a full new restoration, and
did exactly that. We recovered the upper right
wing (new fabric and new fittings) at the
same time. Other wings look totally brand new
inside. So this plane is actually better than it
started out on the way to Galesburg since we
improved on some items in the fuselage which we
noticed from the 1987 restoration that we would
have done differently.......so we did. Final
paint will be done this spring. $ 5,000 holds
your plane until the new fuselage paint covering
and wings are done probably in May.
Please do not call unless
you are a ready buyer.
No trades considered.
Cashier's check only.
$ 5,000 to hold
work full-time daily and are often flying rides
in our two-seaters, we cannot afford to talk
other than to a serious potential buyer. We can
deliver this plane to any location with a sale.
$ 5,000 deposit to hold.
Cell - (206)-730-1412 Ask
Click image for a larger
Flew Away $125,000
"Congratulation Jim L."
Click image for a larger
1929 Travel Air 4000
SOLD for $175,000
1929 Travel Air 4000 "E"
Click for larger picture
The Travel Air company competed
head to head with all the other early burgeoning aircraft companies
in the mid-1920s with similar concept airframes and Fokker imitation
wings often with counterbalanced ailerons. In 1929, Travel Air
modified its Travel Air 4000 and redesigned the ends of the upper
wings to utilize Frieze ailerons and finished off the wingtips in a
more modern rounded configuration which allowed the ends of the
wings to add lift and load carrying capacity. This extra
modification in both the weight carrying capacity and the finishing
of the wings increased the popularity of this airplane markedly and
caused the sales of the Travel Air 4000 with the "E" wing
configuration to soar. There were more Travel Air 4000s of this wing
design sold than all previous Travel Air 2000s, 3000s and 4000s
The airplane was originally configured with a Wright J-6 Whirlwind 5
cylinder radial engine with 165 horsepower @ 1800 rpm Currently
powered with a Continental W-670 Radial Engine with 220 hp at 2150
wingspan (upper) 33'
wing chord (upper) 5'6"
wing chord (lower) 4'8"
wing area (upper) 171 sq'
wing area (lower) 118 sq'
payload with full fuel (67 gal.)
rate of climb
720 ft. per min.
normal cruising range
This aircraft is a full ground-up restoration and
not simply a re-covering or rejuvenation. Every part of the aircraft
was disassembled and rebuilt individually in a meticulous 4 year
process with a professional shop/not a homebuilder or hobbyist. The
reason this plane is price approximately $ 25,000 higher than other
restored Travel Airs is because the wings are absolutely and totally
brand new having been built by Mr. Travel Air himself, Mr. Frank
Rezich of Paso Robles, California. This is one of the last sets of
wings he built and he currently will not build any more sets of
wings at any price! This is reason for the premium pricing. We would
have saved $ 25,000 by restoring or rejuvenating the existing wings
but chose not to do so. They are absolutely brand new including the
center section with a new fuel tank. The fabric is done in the more
highly desirable but much more time consuming butyrate dope over
ceconite by Air Fab of Hollister California whom also did the
covering and stitching. If any of you know their work, they use the
"old art" processes but result in a finish just as polished or
reflective as the aerothanes but affording the ability to work or
repair the surfaces yourself down the road. The cost of the wings,
covering and finishing on this plane was no less than $ 55,000. The
color is Boston Maroon in a chevron pattern configuration on leading
edges and Diana Cream.
Gold Coast Aviation rebuilt the plane starting with the bead
blasting and magnafluxing of the frame, epoxy coating, fittings,
etc, fuel tanks, engine, etc. We have set this plane up for flight
at modern airports using 8.50 X 10 tires and not the narrow taller
original wheels which are an invitation to disaster to someone
acquiring a vintage biplane but desiring to actually fly it rather
than it simply becoming a hangar queen. The plane has a steerable
scott 10" tailwheel on leaf springs.
We are offering the plane in either of two engine configurations.
The engine we currently have on this plane has 160 hours on it. This
particular W-670 engine is custom built by Gold Coast Aviation and
was used as the "test run" engine for the new W-670 replacement
pistons of the harder alloy as developed in the STC. Consequently
this engine also has the STCd roller bearings and valve guides which
were STCd at the same time. The engine was finished off, at our
special request, using a rare "Breeze" ring which is nearly
impossible to find today which we had nickel plated. Instead of
shielded plastic wiring coming from the back of the cylinders to the
spark plugs, this engine shows the original braided wires going from
the "Breeze" ring in the front of the engine directly to the spark
plug leads. See photos. It gives a final touch that recalls the way
ignition harness looked originally.
The purchaser of this airplane will have the choice of taking the
plane with the above described engine or we will install, at our
cost, a zero time W-670 engine with skytronics harness (the more
conventional configuration) but this engine will also have the
roller bearings on the crankshaft (STC) and the new valve guides
Including the original $ 45,000 paid for this airplane before it was
disassembled for total restoration, we have spent over $ 195,000 on
this airplane. This is way above the market and we realize this. We
will make this plane available for the rest of 2004 and spring of
2005 before we phase the plane into our operation for scenic flights.
Flight to see if there is anyone who would like to own this beauty
personally. Please do not call just to talk. We don't have time for
this. If interested in a plane of this quality and pricing, fly out
here and fly in the plane. We'll reimburse you for the plane ticket
if you buy the airplane.
Flew Away $175,000
"Congratulation Peter G."
1946 GLOBE SWIFT
1946 Globe Swift/ 210 hp
purchased this plane in 2003 for 27,000 with a mid time Continental
300 engine. This plane is used as our mechanic's transportation
plane to and from the Boeing Field in Seattle WA on weekends from Sequim
In 2009 we completed the conversion of the engine to the
Continental IO-360 with the Merlyn STC and engine mount. The
conversion was done by master mechanic Lee Oman including the custom
fitting of all baffle and cooling system upgrades and everything
else required. We have received many complements from the Diamond
Point "Swifities" on this conversion job. The cost for this
conversion was $ 25,000 in parts and STC payment. The labor for the
conversion was approximately $ 15,000. We had a total of $ 67,000 in
the plane and the conversion. Then we helped the Swift Association
bring in the Hartzell propeller that is on the new Type Certificate
for another $ 5,000. Our total in the plane is $ 75,000 "hard
dollars." (Along the way, Lee also rebuilt the landing gear system.)
We're asking $ 59,000 for this plane which is an immediate savings
to anyone else wanting to get a converted higher horsepower Swift of
$ 16,000 minimum and possibly as high as 30,000 difference on
The plane is not yet gone over to make it a showplace beauty in that
it could take a lot of nice work and attention on the panel in the
future. So if you're looking for an outstanding dependable Swift
with a superior higher horsepower conversion which would give you an
outstanding flyer today with the ability to enhance physical beauty
down the road, instead of putting out $ 90,000 for a "looker" right
now, this is what this plane offers. It has only 2061 Total Hours on
Airframe and has only 42 hours on the new Continental IO-360.